Fortescue Metals Group from Australia has purchased five former EMLX leasing SD90MAC-H locomotives originally built for the Union Pacific. They are on their way to NS’ Juniata Shops in Altoona, PA to be modified to a SD70ACe type locomotive. When completed they will be shipped to the Pilbara region of Australia and used on their Iron Ore lines. This purchase is very interesting as FMG had previously purchased 15 new Dash9-44CWs from GE for their new railroad. Interesting change of direction to say the least.
Well, if the price is right . . .
Does Fortescue have any other EMDs in their fleet ? With the same engine as the SD70 - which I presume is the 710 series ? That would of course minimize the parts inventory and training issues.
If not, then yes - it would appear that they are at least experimenting, and perhaps diversifying or even changing over their fleet. What would tell the tale is what they do next after 3 - 5 years experience with them.
Notably for me, there’s a little more work for the folks 200 miles west in the Juniata Shops. You know, there’s a thought for a Trains article - I don’t believe it’s been featured in print at all in the modern era, and they do some pretty innovative stuff there. Even during the recession, the layoffs were minimal - almost 1,000 people were kept working, as I understand it - and some significant money was put into upgrading the power plant.
- Paul North.
Do you know if they are replacing the electronic systems as well as the prime mover? I have been told that while the SD9043 could be upgraded to an SD90-H, the reverse was not an easy option. The cost savings over just buying new may not be all that significant.
John
Presumably the locomotives were purchased for a proverbial song, as the cost of conversion will likely be significant. I don’t know anything more about what will be done other than the engine change. With the locomotives going to Australia US EPA emissions standards won’t be an issue.
Fifteen Dash9-44CWs are FMG’s entire locomotive fleet at the moment so a change from GE new to EMD used is interesting to me. Perhaps Caterpillar has a hand in this deal.
Unfortunately, the TRAINS online magazine index is no longer available but TRAINS most certainly published an extensive article about the Juniata shops within the last few years. It may have been in one of the LOCOMOTIVES special issues. It had a bunch of great pictures including an aerial photo with the different buildings of the complex labled as to their function. I’m sure someone else on the forums can cite the exact issue. It was recent as it featured some of the current NS rebuilding programs…
Maybe UP should turn some of those SD90MAC-Hs into slugs:) Seriously, this is what some roads did to old Alcos, FM’s, and other odd-ball locos after retirement.
Or save the money on converting them and supplement the great barrier reef with them.
That is what they were about worth. Notice the C60AC’s are all converted to 4400 hp?
Paul_D_North_Jr: [snip] Notably for me, there’s a little more work for the folks 200 miles west in the Juniata Shops. You know, there’s a thought for a Trains article - I don’t believe it’s been featured in print at all in the modern era, and they do some pretty innovative stuff there. Even during the recession, the layoffs were minimal - almost 1,000 people were kept working, as I understand it - and some significant money was put into upgrading the power plant.
Thanks - I should have that issue, then.
- Paul North.
There are no recent GE AC locomotives operating in the Pilbara…
Rio Tinto use ES44DCi units which require a lengthened frame for much larger radiators which presumably makes them significantly more expensive than standard ES44DC units. The EMD SD70ACe units are able to operate with standard radiators with no apparent problems.
The eight BHP Billiton AC6000CW units were all rebuilt with 16 cylinder GEVO type engines with water to air intercoolers and were never down rated to 4400 HP. They are all in daily service.
Fortescue operate into Port Hedland and would be aware of BHP Billiton’s SD70ACe units operating on their parallel system. Note that the report says theSD90s will be rebuilt into SD70ACe units. That would suggest that only the frame, trucks and carbody would be reused. Were the locomotives just having a 710G3 engine replacing the 265H, they would remain SD90s. By substituting current SD70ACe electrical equipment Fortescue are saving the cost of building the locomotive carbody while replacing the unreliable components. If they retain the SD90 cooling system they may have a built in margin for the hot local conditions.
Fortescue is the smallest of the three operators and the Dash 9s were able to be delivered more quickly where Fortescue had to complete their system very quickly to meet a promised date for their first iron ore shipment. Their current engineering team are interested in moving to AC traction to reduce operating costs now that there is no specific pressure for quick delivery.</
Speaking of rebuilds here. If an SD80/43MAC was rebuilt with the 6000 HP prime mover into an SD90MAC-H, would there be any external changes?
Yes, a 9043 conversion would result in the angled roof and multi-exhaust for the multi-turbos.
The main “electricals” change would be the inverters yes? The 70Ace uses what a “static” inverter or some such that is significantly cheaper. the 90s are I believe one offs in that department. They don’t match the 70MACs either
I have a hard time believing this conversion is that much cheaper. I suspect its just an engine swap. Which is in and of itself surprising. EMD hasn’t had many problems with the H engine overseas.
I believe the AC6000s don’t actually have such radically different electricals from the AC4400 to contend with and radiator not withstanding the GEVO is an Evolution of the HDL, so it is a much simpler conversion.
EMD AC locomotives up until the SD90MAC used Siemens inverters using GTO (Gate Turn Off Thyristor) technology while the SD70ACe uses Mitsubishi inverters using IGBT (Insulated Gate Bipolar Transistor) technology. Both of these are “solid state” devices using devices etched into silicon chips.
The IGBTs are cheaper. at least partly because they can take a higher voltage and fewer devices are needed for a given output current and voltage.
Other postings on other sites suggest that Fortescue are buying five units with one to be used as a source of spare parts. This would suggest to me, at least that only the engine mght be being changed in this rebuild. If only the frame and trucks were being used, there would be little need for a spare parts unit since the old “spares” wouldn’t fit the"new" units with SD70ACe equipment. But I guess we wait and see.
I think the Indian Railways have rebuilt some GT46C-AC locomotives from Siemens GTO to IGBT technology but I wouldn’t expect that in this case.
The air to air intercooler is a major difference between the Deutz design HDL and the GE GEVO engine. But the rebuilt AC6000 units continue to use air to water inercoolers with their GEVO sixteen cylinder engines, probably because there isn’t room for an air to air intercooler on the existing locomotive. No locomotives have been converted from the FDL-16 to HDL as was proposed, but one GE owned unit was converted from HDL to FDL. The conversion from HDL to GEVO retaining the sixteen cylinder engine is easy because the engines are much the same outside at least and keeping the existing type of intercooler also simplifies installation.
M636C
Of course Siemens has moved on to IGBT technology too. It made sense for EMD to stay with the GTO technology until they had to make the big change with Tier 2 emissions, plus they had a falling out with Siemens.
The UP i